Automatic air-brake.



,'Nm'szsgvs. l

l LJ. R. WAGNER AUTOMATIC AIR BRAKE.` APPLIOATIONTILBD ln x'x. 9, 1899.

"Il l lil -v 3 SHEETS-SHEET 1.

lill --|r PATBNTBD JUNE 19, 1906;v

PATENTED 'JUNE 19, 1906.

' I'. 'J. 'R.. WAGNER:

AUTOMATIG'AIR BRAKE.

APPLICATION FILED DEO. 9, 1899..

3 SHEETS-SHEET 2.

7W." Zia 71er,

, Nm.. um. ..3 u..

. UNITED STATES4 E nTENT OEETOE.

FRIEDRICH JULiUs ROBERT WAGNER, OE EERLIN, GERMANY, AssicNoR,

BY MESN E ASSIGNMENTS, TO GENERAL ELECTRIC COMPANY, A COR- f POEATION or NEWl YORK.

AUTOMATIC, AIR-BRAKE'. j

Specification of Letters Patent.

latentea June 19, 1906.

` Application filed December 9, 1899. I Serial No. 789.792.

To all whom zit may concern.-

Be it knownthat I, AFRIEDRICH -JULIUs' ROBERT WAGNER, a subject of the German Emperor, Presiding at Berlin, in the Empire 'of Germany, have invented a certain new and useful \Improvement in Automatic Air- Brakes, (Case No. 273,) of which the following is a full, clear, concise, and eXact description, reference being hadto the accompanymg drawings, formi-ng a part of this specification.

zov

' cylinder.

v For the accomplishment oi simultaneous operation of all the brake-cylinders in the au-l tomatic air-brakes several schemes have been devised. The present invention provides a means whereby through the simultaneous operation of all the tri le valves in the `air-brake system'compresse air is fed to the brake-cylinders, and independently of the triple valve the pressure inthe braking cylinders is reduced, in connection With the present braking apparatus employed. The energy Which is released .when a change of pressure occurs in the train-pipethrough'which the triple valves are operated is utilized for braking. Thisis accomplished by the use of electrically-operated byasses which are placed between the train-pipe and the brake- These are so constructed thataccording to-their position the braking-cylinder is connected either with the train-pipe or with the atmosphere or closed' to'both of these sources. These electrically-operated valves, vWhich of themselves do not constitute the subject-matter of this patent, may be constructed in several dierent ways and The electrically-operated valves may be replaced by other similar equivalent means Whose adaptationwill be apparent to those skilled in the art.

` are connected with thestand near the driving-locomotive by means of electric circuits and are simultaneously operated by the engineer. The controller used to operate these lvalves is mechanically united with the engipneumatic operation ofthe brake, so that the feeding of thetrain-pipe cannot take place.

Whichever construction 'is usedthey If the electrically-operated valves connect the brake-cylinder with theitrain-pipe, then a simultaneous decrease of pressure inthis train-pi e will takev place, which operates on the trip e valve, thereby simultaneously operating all the brakes.' ,If the electricallyoperated lvalves unite the braking-cylinder with the air, then all the brakes are more o1' less released, according to the length offtime of this connection. A

in elevation and partlyin section,'of an airbrake system embodying my invention. Figs.

2 to 7, inclusive, are views of a portion of the a paratus, vsufficient to show the operation t ereof, partly in vertical section and partly in diagram in diHerent operatingpositions.

The accompanying drawings show theapplication of the invention to the lVVestinghouse quick-braking system by the use of electrically-'operated valves which are operated by solenoids.

The braking-cylinder 1, Fig. 1, the auxiliary reservoir 2, the triple valve 3,-and the train-pipe 4 are shown in their ordinary' present structure and combination. Brakingcylinder and train-pi e are united through the pipe 5, in which t e electric valves 6 and `7 are placed through passage 8 and nipple 9.-

The pipe 5 is connected on one side to the cover 10 of the triplejvalve 3, and on the nother side to the braking-cylinder 1 by means of a neck 11. The changes to the present triple valve which are occasioned hereby are easily made. their seats by means of the springs 12 and 13. Valve 6 closes the brake-cylinder from the trainipe, and valve 7 disunites the brakecylinV er from the atmosphere. To the valve 6 and 7 armatures 18 and 19 are united,which roj ect into the solencids 14 and 15, these being united on one side to the conductors 16 and 17 respectively, their other terminals be-` ing connected to conductor 20. In place, of

' the third conductor 20 the earth maybe used.

The "valves are raised when the controllerhandle onthe locomotive directs current into either the conductors 16 or 17. If current is The valves 6 and 7 are held to l IOO conducted through the Wire 16, then valve 6 is raised and the brake-cylinder is filled with compressed air from the train-pipe 4. If current passes through wire 17, then valve 7 is'raised and the brakingcylinder is emptied.

` 33 and the pressure-reducing valve 34 into into the atmosphere through the atmospheric exhaust 41.

The controlling apparatus is for simplicitys sake shown as applied to the Westinghouse engineers valve; but it is not necessary that this form be used, as the controlling device may be attached to any of the present forms of engineersvalves used. The handle ofthe engineers valve, Fig. 3, consists of two parts, of which part 21 is secured to plate 22, while part 23 is secured to part 21, but revoluble about the projection 24, it being lifted from the contact-bars by means of spring 25. At the end ofthe lever 23 a current-contact piece 2 6 is mounted. On the top of the engineers valve the contact-rings 27, 28, and 29 are mounted and insulated from each other. Ot these contact-pieces 27 is united with conductor 17, 28 with conductor 16, and 29 with the positive pole of the accumulatorbattery 30. The negative pole of the battery 30 is connected tothe common returnwire 20.

The opposite ends of the contact-bars 27 and 28, as also both ends of the contact-bar 29, may bepreferably inclined so that the contactieee 26 just touches the raised portions of tlliese bars in three positions a, b, and c, Figs'. 2, 6, and 7, it not being necessary in these positions for the operator to press it down. In the intermediate positions, Figs. 3, 4, ,5, the contact-bar 29 is united with contact-bar 27 or 28 through the contact-piece 26 only when the latter is pressed down by hand. The compressed air which iiows from the main reservoir through the pipe 3 1 passes either through the opening 32 or the opening the train-pipe 4. When the train-pipe is filled with compressed air, then a chamber 36, which is united with the usual small reservoir 37, is alsosup lied with air at the saine pressure as that in t e trainipe by means of the passage 35. The cham er 36 is disconnected from the train-pi e 4 through the piston 38, which is unite with the valve 39. This Valve 39 disconnects in its lowest osition the train-pipe 4 from the atmosp ere. Figs. 2 to 7 show the controlling arrangement in its different positions. In the position of Fig. 2 (simultaneous, pneumatic, and electric brake releases) the train-pipe 4 4is fed from y. the main air-reservoir by means of the passage 32. Then the braking-cylinders simultaneously discharge through th'e triple valves on account of the increase of pressure in the pipes in a well-known Way. At the same time this discharge is also accomplished through valve 7 and, moreover, automatically, inasmuch as the contact-bars 27 and 28 areraised in this position, so that the are short-cireuited by the contact-piece 26, 1t not being necessary for the operator to press the contactieee 26 down in this position. The release o the brakes is thereby accomplished usually used in the engineers pneumatically as well as electrically, it not eing necessary to usey the special handle for this double operation. In the position of Fig. 3 (running position) the trainipe is united with the air-'reservoir'` in a well- 'nown way by means of the pressure-reducing valve 34. In the two osltions of Figs. 4 and 5 (electric brake-re ease and electric braking) the train-pipe is,totally disunited from the main air-reservoir and from the external air, a braking or a brake release, by pneumatic means not being possible. In the position of Fig. 5 the valve 6 may be opened by pressing down the contact-lever 23, whereby a simultaneous operation of the triple valves in the Whole train effects a braking of all the cars in the system supplied with brakes. After revolving the handle into position (shown in Fig. 4) the valve 7 may be operated by pressing down the contact-lever 23, whereby the braking-cylinders are opened to the atmosphere, any desired release ofthe brakes being thereby accomplished. In the position of Fig. 6 (simultaneous, pneumatic, and electric braking) -the train-pipe is united with the air through the valve 39. In the position of Fig. 7 (simultaneous, pneumatic, and electric emergency braking) the train-pipe is united with the atmosphere in the engineers valve. By relieving the pressure in the train-pi e the brakes are applied, respectively, or the respective service-sto) and emergency-stop in a well-known way. IIn the last two positions the valves 6 are always opened, whereby all the triple valves are simultaneously operated.

Due to the above-mentioned inclination of the contact-bars 28 and 29 the circuit is completed through the contact-piece automatically, so that the simultaneous, pneumatic, and electric operation of the triple valves without the extra handle, excepting the one valve, is effected. To guard against the escape of compressed air from brake-cylinders through the valve 6 into the atmosphere in the position indicated in Figs. 6 and 7, it is well to employ between the triple valves and the electric valvesl a cheek-valve 40.

Having thus described one embodiment of my invention, I claim as new, and desire to secure by Letters Patent, the following:

1. In an air-brake system, the combination with a brake-cylinder, a train-pipe, a pneumatically-actuated valve responsive to variations of pressure in the train-pipe and adapted to control the pressure in the brakecylinder, a manually-operated valve for controllin the train-pipe pressure, electrically contro led means for connecting the brake-- cylinder to train-line or to atmos here independently of said pneumatical -actuated valve, and switching mechanism for controlling said means.

2. In an automatic air-brakesystem, in`

IOO

" piston therein, electric valve mechanism for controlling the iiow-of iiuid into said cylinder and exhausting the same therefrom, said V,tion with a brake-cylinder and a train-pipe,

interposed -be'tween lsaid source and' said whereby said electric valve mechanism is adapted to vcontrol the flow of iluid into and l' to eHect the operation of the triple valve' triple valve, a train-pipe, an engineers valve,

a source of Huid-supply, electromagnetic yalve mechanism adapted to effect the operation of 'associated with said engineers. valve whereof said triple valve when the train-pipe is disssas'v'c combination with the train-pipe, engineers valve, triple valve, and brake-cylinder, electrically'- controlled means "for connecting brake-cylinder to train-line or to atmosphere independently of the triple valve, and switching mechanism associated with the motorma'ni's valve for controlling said means.A

' 3.- In an air-brake system, the, combinaoi a pneumatic valve interposed between said train-pipe and said brake-cylinder to cause the operation'of the piston therein, a source of fluid -under pressure, -an engineers valve' train-pipe whereby .said engineers valve is adapted to efect the operation of the pneumaticvalve, electric valve. mechanism asso.- ciated with the brake-cylinder and thetrainpipe, said electric valvei'mechanism being adapted to eiect the actuation of the'pn'eumatic valve, switch mechanism for controlling the electric valve mechanism, and means whereby to apply the brakes, substantially.. as described. 4 v

5. In combination, a brake-cylinder, a

the triple valve,`a switch-handle associated with the engineer s valve for controlling. the electromagnetic valve mechanism, `and means by the electromagnetic valve mechanism, is adapted to' connect brake-cylinder to the train-,pipe orto atmosphere independently connecte from. the source of Huid-supply, substantially as described.

6. The combination with a brake-cylinder, oi' ya source of fluid-supply for actuating the valve mechanism Acomprising two valves, a' valvechamber associated with eachr valve, two additional chambers, onein association with each valve, each valve being adapted to eiect communication. between its valvechamber and one olf-,said additional cham- Ders, a communicating vc luct'leading from the valve-chamber of one valve to the additional chamber ofthe other valve, and e ectric means for operating said valves, substantially as described.. y

-7. In V,an air-brake system, the combination with a brake-cylinder, of a source of fluid-supply, kelectric valve mechanism disosed between said fluid-supply and said rake-cylinder Jfor controlling the operation.

of the piston therein, `a'rotatably-mounted switch-handle -for actuating said valve mechanism, contact-bars adapted to be electrically interconnected by said handle, said handle f being pivotally mountedUupon-its rotatable support, and means whereby lsaid 'handlefis adapted to close circuit through said con- 'tact-bars in some angular positions without being pivotally actuated, substantially as described. V

8. Anair-brake system comprising pneumatic and electric controlling means each operative independently both to apply and to release the brakes, and means whereb the electric controllingl means can contro the pneumatic controlling means.l i

9. An air-brake system comprising `two dierent sets of controlling means each operative independently bothto apply and to re lease the brakes, and connections whereby one-of said controlling means can cause the operation of the other.

10. An air-brake system comprising a series of braking devices on dierent cars', pneu-` matic and electric controllin means by which said braking devices canv e controlled from the en ine either pneumatically or electrically botIr to apply and to release the brakes, and connections whereby the pneumatic controlling means can be eiected at the dier'ent cars by the electric controlling means. g, 'r l 11. In an air-brake system, a manuallyl OC' los y o erated. valve controlling the brakes, a hand e therefor, a contact movabl connected to said handle, a contact-strip a jacent to said handle and adapted to be engaged by the removable. contact, said contact-strip-having --portions depressed out of the path of move-v ment of the movable contact and other portions lying in said path, and electrically-o er- IIO ated brake-controlling meansnconnecte in circuit with said contacts.

12. In an air-brake system, a manually- Y o erated valve controlling the brakes,a hand e therefor, a contact yieldingly and movably connected to said handle,`a contact-stripl secured adjacent to said'handle andadapted to be engaged by the movable contact, saidj contact-strip having raised and de ressed portions, the raised portions lying in t e nor-4 mal pathr of movement-of .said movableioonj. tact and the depressed portions outfofisaid path, means `for moving'the movable contact out of its normal path into contact with the v 3 depressed portions of sa1d zr'ed contact, and

electrically operated brake e controlling means connected in circuit with `said contacts.

13. In an air-brake system, a manuallyf 5 operated valve controlling the brakes, a hantions, the raised portions lying in the normal path of movement of the lever-contact and the depressed portions out of said path, a spring for holding said lever-contact in its normal path for engagement with the raised portions of said strips and allowingl it to be moved into engagement-With the depressed portions7 and electrically operated brake controlling means connected in circuit with said contact.

In witness whereof I hereunto subscribe my name this 15th day of November, A. D. 1899.

FRIEDRICH JULlUS ROBERT WAGNER. Witnesses:

HENRY lflAsPER, WOLDEMAR HAUPT. 

